Automatic train-controlling system.



G. P. THURBEH. AUTOMATIC TRAIN CONTROLLING SYSTEM.

APPLICATION FILED IIov. Il I9I2. RENEwED IuIY 26.19Ie` ATTORN EY Patented Feb. 27., 1917.

2 SHEETS--SHEET T WM. h @Mr I IN VENTOR IZ/7 G. P. THURBR.I AU'OVIAIIC TRAIN CONTROLLNG SYSTEM. mmc/1101111150 Nov.1. 1912. mwen-1111126.19115.

Patented Feb. 27, 1917.

2 SHEETS-SHEET 2.

' mvENToRv y M ATTORNEY VVITNESSES GUY P. rHUnBEmoF' PITTSBURGH, BENNSYLVANIA.

AUTOMATIC IRAINACQN'II'ROLLING SYSTEM.

spee'meation of Letters Patent.

Patented Feb. 27, 19,17.

Appueeen mea November 1, 1912,'serie1'1ve'. 729,086. l Renewed July as, 191e. serial-Ne. 111,542.

To all whom t may concern:

4 Be it known that I, GUY P. THURBER, a citizen of the United States, and a resident of Pittsburgh, 'in the county of Allegheny and State of Pennsylvania, yhave invented certain new and useful Improvements in Automatic Train-Controlling Systems, of which thefollowing is a specification.

This invention relates to those systems of automatic train control wherein certain controlling devices carried by the train, act in' the event of danger or like `conditions which the -system is capable of detecting, to bring the train under automatic control and either stop it.or govern its movementv in some way.

Such systems'Q'usually operate upon the normally closed electric circuit principle, so that if for any reason the circuit is ruptured or similarly affected, the train will be placed under automatic contrl. And the actual control is usually exercised by using the brake system with which the train is ordi? narily equipped. The automatic controlling mechanism therefore usually consists of a device or devices having connection with the fluid circuit of the air or other fluid pressure brake system, electric circuit is broken brake system brakes. After such an automatic application of the brakes it is necessary in order vto to act upon the release the brakes and restore normal rune.

ning conditions, to again restore the electric circuit. Such means have heretofore been provided in the Jform of a manually operated key or switch which when operated would complete an energizing and restoring circuit through the electrically controlled devices.'` It is necessary in the practical operation of systems of this character to provide some means control may be rendered inoperative, so that if'it becomes necessary, as in the case of an accident in the system, the whole of the au'- tomatic controllingsystem maybe simply disconnected and rendered inoperative. One of the objects of my invention is to provide in a single device, a means whereby in the one instance thecontrolling circuit can be restored, or by which in the second instance the automatic controlling system may be rendered inoperative. This object I accom-y plish by mea-ns of what I term a cut-out' waste of the air under and actuated when the to cause an application of the whereby the automatic Y,

, tem andthe automatic controlling devices,

automatic controlling devices, and will in another position'entirely disconnect the aultomatic controlling devices from the brake system.

In the most common type of braking systems, the brakes are applied by releasing the air-so in a case like this, the automatic controlling devices will be arranged so as'to release the air when the electric, circuit is ruptured. To conserve and prevent undue v pressure, another feature of the'invention consists in arranging the cut-out valve so that it will during the movement of renergizing and restoring the electrically' governed controlling de-v vices, cut o the further escape of the air. My invention contemplates also the provision of means for indicating to the engineer or'motorman whether `or not the automatic controlling system is operative. In this way the engineer or motorman may know whether or not he can rely upon the automatic control system. This indicating means I preferably place under the control of the cut-out valve and arrange it to indicate the operativeness of the automatic control system so long as the cut-'out valve is in either the running or the restoring posidifferent positions of such valve.

Various other objects and features of the invention will appear as the specification proceeds.

In the accompanying drawings I have shown the invention in a concrete and preferred embodiment but Il would have .it

understood that various changes in the arrangement and construction of the parts may be made without departing from the spirit and scope of the invention.

In the drawings: v Figure lisa general and moreor less` diagrammatic view of an automatic train control system embodying the invention.

sin!) Fig. 2 is a transverse sectional View of line 2-2 of Fig. 4.

. one of its principal elements,

-Fig. 3 is a broken detail viewof one of the switch terminals.

Fig. 4 is a longitudinal sectional View of the cut-out valve.

Figs. 5, 6 and 7 are transverse sectional views of the same taken substantially on lines -5 of Fig. 4, showing first the valve inits normal or running position, second, the valve in the restoring position, and third the valve in the cut-out positiongwith the automatic. control system rendered inoperative. 4

.Like reference charactersrefer to corresponding parts throughoutI the several views.

l will outline irst the general operation of the automatic train control system which li have illustrated: This system includesl as a normally closed and charged partial electric circuit carried on the train, which is dependent for its completion upon the traiic rails, and

,'hich circuit includes within it certain elecrical devices for controlling theoperation of the train. rllhis so-called cab or train circuit is carried tothe track rails by way of two separated contact devices such as two trucks or sets of trucks which are insulated I from each other. 'llhus in the drawings one leg 1-0 of the train circuit extends to a truck 11 on the-locomotive while the other leg 12 of the circuit extends to a ,truck or the two trucks 13 of the tender. rllhe two sets of trucks are insulated from each other in y the present instanceby insulating the trucks denergized. 'llo insure a positive break .in this circuit and to ture -19 controlled by 'the of the tender from the body of the tender, as by means of suitable insulation 14. The device which is directly responsive to the condition of this circuit is here shown as a relay 15. A source 16 or" electrical energy is included inthe partial train circuit for normally energizing the relay."` lit will be seen that when the rails are uninterrupted, the dow ot current will be from the source (here shown as a battery) through the leg and truck 11 to the rails 17, thence along,

the rails and up through linsulated trucks 13 andthe other leg 12, back to the source. rlihe relay is energized by this `flow of current, it being shown as connected direct to the leg 12. llf any break should occur in the rails this circuit would be vrendered incomplete and hence the relay would become prevent the circuit, once it is broken, from restoring itself, a part of the circuit is preferably, as hy meansot a front connection 18, led through the armarelay. And to detect any breakdown in the truck insulation the conductor 20 which leads backl to the return side of the battery, may be connected to detector plates 21 interposed in .of led through a detector plate 22" train circuit vices.

y present instance to control actuating fluid to the automatic brake' valve `magnet valve the insulation of each insulated truck. Also when, as in the case shown, the insulated trucks are to be insulated from the balance the train, the return conductor 2O may be interposed in the coupling insulation 23. lt is by controlling the completion of this train circuit that the train is controlled. For this purpose the rails are made of higher resist ance or rendered electrically discontinuous at certain points, as by the insertion of suitable insulation 24, and an artificial shunt is provided around this insulation, which shunt may be broken so as to rupture the when the train is passing over an insulated joint. rlhis shunt or jumper circuit, as it has been called, consists ot conductor 25 extending from the end of one insulated rail to the end of the adjoining insulated rail. And this shunt has interposed in it a switch or circuit closing member 26 which is controlled to open or close the jumper circuit. rl`he shunt is cont `)lled in the present instance by a magnet having conductors 28 extending from a bloclr station or other source of control.

rEhe cab or train relay 15 may be used to directly control `the train controlling device or devices, or it may be utilized simply a relay to control circuits through such electrically governed train controlling delin the illustration, it is utilized in this latter capacity, it having for that purpose armatures 29 whichform a part ci a circuit 30 through a so-called magnet valve L and 34 to the upper one of the armatures i.

29, conductor 30 to the magnet valve, and by the other conductor 30, lower arma-'ture 29 and conductors 35-36 back to the other side of the battery 32. v

The function of the magnet valve is in the passage ci 37, 'so afpipe connection 38 is-theretore provided between the magnet valve and the automatic brake valve. The supply of duid F under. pressure for operating the automatic brake valve is taken from a suitable source, the same being here the train pipe 39, with which the magnet valve is connected by .pipes 40 and 41. tion the magnet valve consists of a magnet winding 42, which serveswhen energized to attract an armature 43, said armature operating a stem 44, carrying' inlet and exhaust valves and l46 is energized, as in the illustran tion, the inlet valve will be open and fluid under pressure will therefore pass from the train line through pipes 41 and 40 past the open inlet valve and through passage 4i' lin its general construe respectively. When the A which when in register with port 62 in the Ythe flow of fluid into the pipe 38 leading to the automatic brake valve. The fluid under pressure thus conducted to the automatic brake valve, acts upon the head of a piston 48, which piston serves when so acted upon to hold the train exhaust valve 49, closed. This train exhaust valve is in communication with lthe train line by pipes and 41.

Ordinarily the train'is controlled in the usual way by means of an engineers brake valve 51, which is connected with the train pipe by a connection 52. When a danger or like condition exists the train is brought under automatic control. Thus for instance when the train encounters a broken jumper circuit (the breaking of which jumper circuit may have been occasioned by the presence of a train in apreceding block) the train circuit can no longer be completed, so that the relay 15 becomes denergized. The denergization of this relay causes it to dropits armatures, (or armature in case all the contacts are made by the one armature), thusbreaking the circuit for the magnet valve." When this latter circuit is broken, theV armature 43 of such valve is no longer attracted and a spring 53 or like vcontrivance shifts the armature so as to close the inlet valve 45 and open exhaust valve 46. The

closing of inlet\ valve 45 prevents any further 'flow of lactuating fluid to the automatic brake valve and the opening of the exhaust valve permits the fluid acting upon piston 48 to escari'back through the pipe 38, and passage 47, past the exhaust valve land out through exhaust port 54. Upon the piston being thus relieved of pressure, the spring 55 acts to shift the piston over, thereby opening up the train exhaust valve 49 and permitting the train line pressure to escape by way of such valve. The reduction in pressure thus occasioned in the train pipe causesv the setting 4of the brakes in manner.

l will now describe the construction and arrangement ofthe cut-out. valve. This valve is indicated in a general wayvat 56 in Fig. l, wherein it is shown, for the purpose of controlling the operativeness of the automatic control devices, interposed in the fluidpressure connections leading from the train pipe to such devices. While the specic construction of this valve may vary, it consists preferably of a valve casing 57, within which there is rotatably journaled a valve body 58, the Atwo having coperating ports by which is governed.

illustration the valvebody has a port 59, which when in register with port 60 in the valve casing permits flow through pipe 50 to the train exhaust valve, and a port 6,1,

a well known flow through pipe 40 The pipe 41 which from the train pipe,

valve casing permits tothe magnet valve. conducts the pressure Thus in the preferably enters the valve casing'at the bottom (Fig. 4) and the valve body is therefore provided with a longitudinal bore or passage 63 to receive the fluid. To prevent leakage and take up wear, the valve body and its seat are preferably made taperingfas shown and a spring 64 may be utilized for' holding the valve lirmly seated.

Figs. I4 and 5 indicate the valve in its normal or runningv position.'A In this position it will be seen `that the air or other fluid under pressure flows through pipe -41V into and the supply l'In the present instance of the operating stem 66, which is connected to or forms a' part of the stem 67 of the' valve body.

The circuit closing device by ywhich the cut-out valve is enabledzto complete a restoring circuit through the cab relay, is here shown as a segmental contact 68 mounted on an insulating support 69, carried on the valve stem, which when the valve is turned into the restoring position, Fig. 6, forms abridge between the pair of spring terminals or brushes 70 and 71. The restoring circuit lconsistsof a conductor 72, extending from the brush 70 to the cab relay, and a conductor 73 extending from brush 71, through a source of current to the other terminal of the relay. To save wiring the restoring circuit' preferably utilizes a part of the train circuit. Thus, in .the illustration, when the valve is turned to the restoring position Vvshown in Fig. 6, a circuit is made fromfbat- 'tery 16, through conductor 10 yand truck 11 to the track, thence along the track, or across the jumper circuit (25-26) in a case 4like 7 that illustrated in Fig. 1, to the trucks 13, -conductor 12 to the relay, through the relay magnet, and conductor 72, brush 70, contact 68, brush 71, and conductors 7 320 back to other pole .of the battery. Tt will be clear lthat by this circuit the cab relay will be ento pick up its armatures, (or armature, if only the one) and'restore the circuit throughthe magnet valve. Tn this restoring position of the cut-out valve (Figf)l it' will be noted that port 59 is no `longer in communication with portl 60, lso that further flow to the train exhaust valve iscut od. But since port 59 is now in communication with port 62, a flow of air will be ergized, causing it provided to the magnet valve,so a supply of j air is thus provided to the magnet valve as soon as said valve becomes energized due to the completion of the restoring circuit.

To prevent accidental shifting of the cut- Aout valve and to cause said valve to automatically return to its normal position when released, I preferably provide means,I such asa coiled spring 74, secured at one end 75, to the valve casing and connected with the valve stem so as to exert its force to turn the valve to the normal running position. Means are also preferably provided for limiting the movements of the valve, and for locking the valve in itsclosed cut 0H position. Such means may be in the form of a stop member 76 movable with the valve body, having a segmental slot 77, in which is engaged the stop pin 78. 1n the normal running position the end 7 9, of the slot in the stop` member is in engagement with the stop pinllig. 5), while the shoulders 80 at or near the opposite end of the slot, by coming into engagement with the stop pin (F ig. 6) normally limit the restoring movement of the valve. For locking purposes the :tar end of the slot is formed with a locking opening 81, which when the locking pin is in engagement therewith (F ig. 7) serves to lock the valve in the closed position.v rlhis locking opening is preferably in connection with the main body of the slot -by a narrow neck portion 82, and the locking pin is then formed with a reduced portion 83, which when brought into register with the narrow neck portion will permit the 4valve to be turned to the cut o position. A spring 84, or like agent, holds the locking pin' in its normal position (Fig. 4) with the reduced portion thereof out of line with the reduced neck portion (82) of the locking slot. The locking pin preferably has a stern 85, by which it can be operated.

The complete operation is as follower.

When the train encounters a broken'rail or a broken jumper between' insulated sections of rail, the partial train circuit can no longer be completed. Circuit through the cab relay is therefore broken 'and the saine be# comes denergized and drops its armatures (or armature), thereby breaking circuit through the magnet valve. The magnet valve thus denergized, releases its armature, and the same is shifted by spring `53` to close inlet valve and open relief valve 46. Further supply of actuatingfluid to the piston 48 of the automatic brake valve is thus cut ctie and the fluid then acting upon the piston is permitted to escape by way of the relief valve 46. Upon release of the l pressure upon piston. 48, the spring shifts said piston over and opens .up train exhaust valve 49. permitted to escape, of the brakes to be made. llt the engineer or motornian sees that the track immediately in ning conditions.

'the insulation.I 'cuit through the cab relay energizes the -rlhe train line pressure is thus causing an application l 85 of the stop pin 78 duced portion 88 of names@ front of him is clear and that he is warranted in going ahead at reduced speed, he may by operating the cut-out valve pick up?2 the cab relay and restore normal run- He accordingly in such case applies his key to the stem of the, cutout valve and turns` the-same to thev position shown-in Fig. 6; ln this position of the valve the contact 68 .carried by the valve stem bridges the two terminal brushes 70 and 71, whereby the restoring circuit is completed through the relay. This circuit, as before pointed out, is from battery 16, through conductor 10, truck 11, rails 17, 'insulated trucks'13, conductor 12, relay 15, conductor 72, brush 70, contact 68, brush 71, conductors 73 and 20, back to the other side .of the battery. lf the train should have happened to stop with the insulatedtrucks bridging an insulated joint in the rails, the current instead of owing along the rails 17 will llow across the jumper which bridges rlhe restoration of the cirsame and it therefore-acts to pick up its armatures and. again close the* circuit through the magnet valve. 'The magnet valve upon being renergize'd acts 4to close relief valve 46 and again open up inlet valve 45. Further escape of the actuating fluid is thus cut oil' and a path is again provided for the How of such Huid to the piston of the 'automatic brake valve. The turning of the cut-out valve to the restoring posi-l tion, as shown in Fig. 6, carries the port 59 out of register with the port 60 so that further escape of air from the train line through pipes 41 and 50 is therefore cut od'. Also it will be noted in this position that port-59 has been caused to register with the port 62 leading to the magnet valve.' 'lhus 1s out 0H', and flow of the actuating fluid to. the magnety valve is provided. rllhe result ll. 1n

of this is that any further reduction in the train line pressure is prevented and theactuating fluid is permitted to dow to the magnet valve as soon as the same is energized..` llhe magnet valve being now energized, the actuating Huid flows to the automatic brake valve and` acting upon the piston therein causes the train exhaust valve to be closed. 'llhe key is withdrawn from the cut-out valve and the spring 74 immediately shifts the same back intothe normal running position (Figs. 4 and 5)- Conditions have now been restored to normal and the train is therefore tree to proceed. lt the engineer should desire to cut out the automatic control entirely, he may do so 'by depressing the stein so as to bring the resuch pin into register with the reduced neck portion 82 of the slot in the stop member 76. This will permit the valve to be turned around into the position shown in Fig. 7 and at the end of this movement the locking opening 81 Will be in line with the stop pin and the spring 84 will then act to shift the stop pin upward with the body of the stop pin engaged in the locking opening, which will thereby lock the valve in this position. It will be noted that in this position all the ports between the valve and the valve casing are out of register and the Contact l68 is not in engagement with either of the terminal brushes and 71. The automatic control devices are thus entirely disconnected from the fluid pressure brake system and will therefore have no further eect upon the same.

It is very desirable that the engineer or motorman may know at all times whether or not the automatic control system is in operation and a means for `this purpose I have shown in the accompanying illustration as a signal lamp 86 suitably located to be within sight of the engineer and arranged to burn so long as the automatic control system remains operative. said signal shall indicate when the automatic control system is operative and when it is not, I, preferably place the same under the control of the cut-out valve. The cut-out valve is accordingly here shown ,as provided with an additional pair of terminal brushes 87 and 88 which are arranged to be engaged by a segmental contact 89 movable with the valve body. The circuit for the signal in the present instance is from the battery 32 through conductors 33 and 90 to one side of the signal, through conductor 91, brush 87, contact 89, brush 88 and conductors 92-86 back to the other pole of the battery. rlhe segmental contact 89 is carried by an insulating support 93 on the valve stem and it is of such a length and is so disposed that it will in either of the normal running or the restoring positions make engagement with its coperating terminal brushes. This Jfeature is clearly` shown in Figs. 5 and 6 wherein it will be clear that the circuit through the signal will be complete in either the running or the restoring positions of the cut-out valve. VWhen the cut-out valve `is turned to the cut off position shown in Fig.

7, the segmental contact is carried out of engagement with its terminal brushes and the circuit through ,the signal is thereby ruptured.

The springs or brushes which form the terminals of the restoring and signal circuits may be supported in suitable fashion and the same are here shown as being carried by the binding posts 94, 95, 96 and 97 which are all secured upon a base 98 of insulating material.

ing and signal circuits may be carried to In order that the,

The wiresfor these restorl* the cut-out valve through conduit 99 which opens into a passage-way 100 extending up into the interior of the valvecasing. f

To' prevent the engineer from acting prematurely in restoring the circuits, I preferably locate the cut-out valve in such a position upon the train that it will be necessary ior the engineer to dismount from his cab before he can reach such valve. This insures that the train shall be brought to a stop or practically so before the engineer can again restore the normal running conditions. 'In the event of the train ever being brought to a stop with the insulated trucks bridging an open jumper circuit, the train may be permitted to proceed byv holding the cut-out valve in the restoring position and at the same time starting up the train to carry the insulated trucks past the insulated joint. In an event .of this kind. (when the cut-out valve is located in a more or less inaccessible position) the fireman will probably be re-`, quired to hold the cut-out valve inthe restoring position while the engineery runs the train ahead far enough, past the winsulated joint. As soon was the insulated joint is passed the train circuit will again be completed through the rails and normal running conditions be restored.

While for purposes of disclosure ll have shown and described my invention as applied to the equipment of a steam railway, it will be understood that the invention may be applied equally as well to an electrically propelled railway.

What is claimed, is:

1. The combination with a Huid pressure brake system, of a valve connected therewith for controlling the automatic operation of the brakes, a normally closed electric circuit having means therein for controlling' the valve to maintain the brakes inoperative so long as the electric circuit is complete, means for rupturing the circuit to cause application of the brakes, means for restoring the circuit to cause release of the brakes, and means for cutting oli' the valve :from the brake system when thecircuit .is being restored.

' 2. The combination with'a fluid pressure brake system, of a valve connected therewith for controlling the automatic opera-tion of the brakes, a normally closed electric circuit, a magnet energized by said circuit to4 control the-valve aforesaid to maintain the brakes inoperative so long as the 'circuit is complete, means for rupturing lthe circuit' to cause application of the brakes, means for Y completing an ,energizing circuit through the maghetto cause releasev of the brakes, and ineans for disconnectlng the valve from the brake system when the'magnet is being l rae .munication with the lbrake system and' arranged when denergzed to cause application of the brakes, a normally close'd elec tric' circuit for normally energizing the magnet valve, meansfor rupturing said circuit,' means for completing a circuit through the magnet valve to renergize the same, and means for cutting 0E communication between the brake system and the magnet tem, means voperated by such disconnecting means for establishing an energizing circuit through the controlling means, and means also operated by the disconnecting means when the same is operated to disconnect the automatic controlling. means Vfrom the ',brake system, to rupture the circuit thro-ugh the signal.

5.' rlhe combination with7 a fluid pressure i brake system, of electrically controlledv means connected with the Huid pressure circuit of said syste'm controlling automatic operation of the same and arranged when energizedto maintain the brakes inoperative, a circuit for normally energizing the said automatic controlling'means, and a l combination cut-out valve and circuit closer adapted to simultaneously disconnectthe automatic controlling means from the brake system and to close an energizing circuit through the train controlling means.,

6. ln combination with the train line of an air brake system, electrically controlled brake-setting mechanism connected with the train line, a circuit for normally energizing said mechanism to maintain the brakes inoperative, and-means for temporarily cut` ting on' the brake-setting mechanism from the train line and establishing an energizin circuit through such mechanism. 4

lil combination with a Huid pressure brake system, al magnet valve in communication with the duid pressure circuit of said system and controlling operation of the same, a circuit for 'normally energizing thev magnet valve to maintain the brakes inoperative, a cut-out valve for disconnecting ythe magnet valve from the brake system, and

a switch operated by the cut-out valve in disconnecting the magnet valve from the brake system to establish an energizing circuity through the magnet valye. l

8 The combination with a Huid pressure nalaten brake system, 'of electrically controlled means connected with the fluid pressure circuit of the brake system normally energized to maintain the brakes inoperative and adapted when denergized to render the brakes operative, a circuit for normally energizing the said controllingmeans, and a combination cut-out valve and circuit closer interposed in the duid pressure connection between the automatic' train controlling means and the brake system adapted when operated, to temporarily disconnect the automatic controlling means from the brake system and to close an energizing circuit through the said controlling means to reenergize the same.

9. ln combination with an air brake sysf tem, electrically controlled means connected with the air circuit of the brake system and controlling automatic operation of the brake c system, a circuit controlling 'operation of the automatic controlling means, a combination cut-out valve'and circuit closer adapted to temporarily disconnect the automatic train controlling means from the brakesystem and establish a restoring circuit through the automatic controlling means, or to entirely disconnect the automatic controlling means from the brake system, an electric circuit including a signal for indicating the 9 operativeness of the automatic controlling means., and a switch operated by the cut-out' Valve to maintain thersignal circuit closed when said valve is -in the open or restoring positions and to rupture the signal circuit when the ,Valve is operated to entirely disconnect the automatic controlling means from the brake system. y

10. lin combination with an airv brake system', electrically controlled means connected with the air circuit of the brake system and controlling automatic operation of said system,l a circuit controlling Loperation of the automatic controlling means, a combination cut-out valve and circuit closer adapted to temporarily disconnect the automatic controlling means from the brake system and establish a restoring circuit through the automatic controlling means, or to entirely disconnect the automatic controlling means from the brake system, an electric circuit including a signal for indicating the operativeness of the automatic controlling means,

ya switch operated by the cut-out valve to maintain the signalcircuit closed when said L system, means for normally throwing the y cut-out Valve to the open position, and means tor locking the` cut-out valve in closed position. ,v v

ll. ln combination with the train line of a. fluid pressure brake system, an automatic ilo ico

with Huid under pressure from the train' line and connected with the automatic brake K valve to control the operation of. the same,

\a circuit for normally'energizing the magnet valve whereby the same will be actuated to permit flow of fluid under pressure` to the automatic brake valve, a cut-out valve for disconnecting the automatic brake valve and the magnet valve from the train line, and agswitch operated by the cut-out valve to establish an energizing circuit through the magnet valve.

12. In an automatic train controlling system, the combination with the air brake system of the train, of a relay, a circuit con.

trolled by the relay, a magnet valve in said circuit .and connected' with the air circuit of said`brake system, an automatic brake valve controlled bythe magnet valve and connected with the brake system to control the operation of the brakes, and a cut-out device for disconnecting the automatic train controlling -system from the brake system and placing the circuit in normal condition.

13. In an automatic train controlling system, the combination with the air brake system of the train, of' a relay, a circuit controlled by the relay, a magnet valve in said circult and connected with the air circuit i of the brake system, an automatic brake -valve controlled by the magnet valve' and connected with the brake system to control the operation ofthe brakes, a circuit for.

normally engaging the relay, a cut-out valve for disconnecting the automatic train controlling system from the brake system, and a switch operated by the'cut-out valve to completel another energizing circuit through the relay.

14. c The combination with a railway train and a fluid pressure brake system carried thereby, of a normally closed charged electric circuit on the train', electrically controlled means in said circuit and connected with the'brake system to" 4control the automatic operation of-.the same when the'said circuit is ruptured, and means for' disconnecting the automatic controlling. means from the brake system and for'k restoringv the circuit after it is brokenthe said means located on the train at a point Ato be reached by the operator only when the ing still or approximately'so;

15. The combination with a fluid pressure brake system, of electrically controlled means connected with the fluid pressure circuit 'of the brake system, normally energized to maintain the brakes'inoperative and adapted when denergized to render the brakes operative, a circuit for'normally energizing theV train is stand-A said controlling means, and a combination cut-out valve and circuit closer interposed in thev fluid l pressure connectlon between the automatlc tram controlling means and ythe brake system and having electrical con,

system, a circuit, controlling operation of the automatic controlling means, and a combination cut-out valve and circuit closer interposed between the brake vsystem and the electrically controlled means and havin'g electrical connection with such .electrically controlled means, arranged whenoperated, to disconnect the automatic train controlling means from the brake system and establish a restoring circuit through the automatic controlling means or to entirely disconnect the automatic controlling means from the brake system.

17 .Y The combination with a railway train and a fluid pressure brake system carried thereby, of a normallyv closed charged electric circuit on the train, electrically con trolled means in said circuit and connected with the brake system to control automatic operation of the same when the said circuit is ruptured, and a device interposed between the `automatic controlling means and the brake system and having connection with the electric circuit, adapted to .be operated to disconnect the automatic controlling means froml the brake system and to restore the electric circuit after it has been broken. v 18, In combinationwith a'uid pressure brake system, an automatic brakevalve actuated by` fluid under pressure and connected with the fluid circuit of the brake system to andA arranged to controlflow of such actuating fluid to the automatic brake valve,

anda cut-outA valve arranged to control flow ofl actuating fluid to the magnet valve and vto control communication between the au- .'tomatic brake Valve and the brake system.

19. In combination with the train'pipe of valve actuated by fluid under pressure'and" connected with the train pipe to control the -pressure therein, a magnet valve supplied atingthe same, and a cut-out valve inter- Tan air brake system, an automatic brake vbrake valve.

20. ln combination With a fluid pressure brake system, a uid-pressure-actuated au# tomatic brake valve connected with the brakefsystem, said automatic brake valve be# ing inoperative as long as fluid pressure is present, a magnet valve arranged Whenvenergized to admit flow of actuating fluid to the automatic brake valve, andk a cut-out valve arranged to govern flow of the actuating fluid to the magnet valve and to control the energization of said magnet valve 2l. Iii-combination With a :fluid pressure brake system, a luidepressurie-actuated automatic brake valve connected with the brake system to control operation of the same, a magnet valve controlling flow of actuating fluid to the automatic brake valve, a circuit for energizing the magnet valve, and a cutout valve arranged to control ow of the actuating uid to the magnet valve and to cause completion of the circuit through the magnet valve when said circuit has been ruptured.

22. ln combination With a fluid pressure brake system, a iuid-pressure-actuateo automatic brake valve connected With the brake system to'control operation of the same, a magnet valve arranged when energized to permit flow of actuating fluid to the automatic brake valve, a circuit for energizing the magnet valve, a circuit interrupter for,

rupturing the circuit through the magnet valve, and a combination cut-out valve and circuit restoring device arranged to cut olf flow of actuating fluid to the magnet valve and l to complete an energizing circuit through the circuit interrupter.

23. ln combination With a Huid pressure brake system, an automatic brake valve comprising a train exhaust valve connected with the brake system to control operation of the same and a luid-pressure-actuated device for operating said train exhaust valve, a magnet valve having inlet and exhaust passages, connections for uid under pressure to the magnet valve and from the magnet valve to the lluid-pressure-actuated device of th automatic brake valve, the said nait/,aso

magnet valve arranged When energized to hold the inlet passage open to permit flow of actuating fluid to the pressure-actuated device of the automatic brake valve and arranged When denergized to open the exm haust passage therein to permit escape of the through the track, means energized by said circuit for controlling the brake valve and Which When denergizedrenders the brake valve operative and brake controlling means' for renergizing said circuit.

25. A train controlling system comprising: a normally closed charged'electric circuit, a fluid pressure system, a brake valve included in said fluid pressure system and controlled by the electric circuit, a relay in said circuit,

means for rupturing said circuit, a cutout valve controlling communication between the fluid pressure system and the brake valve, a single circuit and a signal therein controlled by said cutout valve, a restoring circuit controlled by said cutout valve for closing ann -other circuit through the relay, means in said cutout Valve for cutting of communication between the Huid pressure system and the brake valve, and contacts controlled by said cutout valve, for maintaining the signal circuit closed when the said valve is in normal or in restoring position and for rupturing said signal circuit when said cutout valve closes communication between the fluid pressure system and the brake valve.

Signed at Pittsburgh, in the county of Allegheny'- and State of Pennsylvania, this l1 day of October, A. D. 1912.

GUY l?. THURBETJ.

Witnessesz JOSEPH KNOX STONE, K. BRUTSCHER. 

